Signal system for railway-crossings.



E. M. WEAVER.

SIGNAL SYSTEM FOR RAXLWAY CROSSINGS. APPLICATION FILED ocr.31,19oa. RENEWED SEPT. I6. 1915.

1,179,987. Patented Apr. 18, 1916.

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SIGNAL SYSTEM FOR RAILWAY CROSSINGS.

APPLICATION FILED OCT. 31. 1908. RENEWED SEPT. 16. I915.

1,179,987. Patented Apr. 18, 1916.

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SIGNAL SYSTEM FOR RAILWAY CROSSINGS.

APPLICATION FILED OCT. 31. 190B. RENEWED SEPT. 16. 1915.

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SIGNAL SYSTEM FOR RAILWAY CROSSINGS.

APPLICATION FILED OCT. 31. 1908. RENEWED SEPT. 16. 1915.

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EUGENE M. WEAVER, OF OZONE PARK. NEW YORK.

" To all whom it may concern SIGNAL sYs'rnu non BAILWAY-CROSSINGS.

Specification of Letters l atent.

Application filed October 31, 1908, Serial No. 480,498. Renewed September 16, 1915; Serial No. 51,113.

Be it known that I, EUGENE M. WEAVER,

a citizen of the United States, and a r esident of Ozone Park, county of Queens, State of New York, have invented certain new, anduseful Improvements in'Si'gnal Systems for Railway-Crossings, as set forth in the following specification.

This invention relates to signaling systems and apparatus for railway crossings.

An object of the invention .is to provide suitable apparatus and a suitable system for the giving of a danger signal at the crossing upon the approach of a railway tram and at a time :sufiiciently before the train reaches the crossing to give ample warning to per-- sons about to cross the railway.

It is a further object to maintain a continuously operating audible danger signal until the train has reached the crossing. It is a still further object of the invention to provide for the giving of such a signal both for the approaching in-running and for the approaching out-running trains and to prevent the' repetition of such a signal from the unavoidable contact of a part of the train with a track or trolley instrument which train has passed the crossing and has once given ,a' signal upon approaching the crossing.

A further object is to accomplish the oper ation of a signal for a crossing, which slgnal may be of any approved type audible or visible, in such a manner that, when a train approaching the crossing reaches a predetermined point,'the signal will operate, and to maintain the operation'of said signal for a minimum period after the train has reached said point whether or not said train may be almost immediately following a previous train approaching the crossing. Thusit is an object to accomplish the above maintenance of signal operation for aminimum period independently of whatever the period of operation of any actuating means at the I track may be.

A further object of the invention is to provide for the testing of the various circuits at a convenient locality and, in such a manner that the circuits must be restored to their normal conditions after such a test has been made by an inspector.

A further object of the invention is to pro-. vide an improved time bell mechanism, an

improved time circuit closer and an immoving trains.

proved trolley instrument for actuation by A special object connection with the trolley instrument is to provide mechanism which Wlll operatlvely energize a certain cir- 'cuit when the instrument is actuated ,by' a tram running inone direction but whichwill be inoperative to close said circuit when actuated by a tram moving in the opposite direction.

It is still a further object of the invention to improve in general the apparatus for use in connection withcrossing signaling sys-' tems.

The above and further objects of the invention will be set forth in the accompany ing claims and will be clear from the following description, whichmay be read in connection wlth the accompanyin drawings which form part of this app 'cation, in

Patented Apr. 18, 191

which like characters designate corresponding parts, and in which,-

Figure 1 is a diagram showing the installation of the system applicable to trolley railways; Fig. 2 is .a front elevation showing the time bell in detail; Fig. 3 is a side elevation of the parts shown in- Fig. 2; Fig.

4 is a rear elevation with the base removed I 'parts in their relative position ,for the plate 108 released by shoulder 118 andresting on shoulder 119; and Fig. 10 is a view similar to Fig. 9, but showing the'parts in their relative positions for the plate 108 released by both shoulders 118 and 119 and resting upon ledge 121.

. Referrlng now more in detail to the drawings, 1 indicates a grade crossing for the railway 2. In Fig. 1 is a trolley railway, the trolley 'wire being indicated by 3. The arrows 4 indicate what may be termed the inrunning direction, while the arrows 5 indicate what may be termed the out-running direction.

In the installation shown in Fig. 1 a

source of electro-motive force connected between the trolley wire 3 and the rails 2 serves as the source of electro-motive force for the operation of the system. In this installation two trolley instruments 54 and 55 are provided and located so that 54 is at a suitable distance in advance of the crossing 1 to in-running trains and so that 55 is at a suitable distance in advance of the crossing 1 to out-running trains. In this installation the time bell 15 is located adjacent to the crossin 1. One test box 21 may also be provide The trolley wheel 56 of an inrunning train is shown diagrammatically in the figure and is electrically connecting trolley wire 3 with contact strip 57 oftrolley instrument 54, which strip is itself a train actuated instrument. For this installation the in-running actuating circuit may be traced as follows :-trolley wire 3, contact strip 57, connection 58, contact 59, bridge 60, contact 61, wire 62 wire 63, holding magnet 17, wire 64, resistance 65, to ground 66 and thence to rail 2. This circuit is normally open although shown closed by wheel 56.

The normally open out-running actuating circuit may be traced as follows :trolley wire 3, contact strip 57, connection 58, contact 59, bridge 60, contact 61, wire 67,

wire 68, wire 63, holding magnet 17, wire 64, resistance 65, to ground. 66, thence to rails 2.

The testing circuit may be traced as follows :-trolle wire 3, wire 69, wire 70, test box 21, wire 1, wire 68, wire 63, magnet 17, wire 64, resistance 65, to ground 66, etc. This circuit is normally open.

The normally open operating circuit or bell ringin circuit may be traced as follows :-trol ey wire 3, wire 69;, wire 72, vibratory circuit breaker 39, wire 73, magnet 18, wire 74, front contact 75, armature 37, wire 76, wire 64, resistance 65, to ground 66, etc.

Apparatus-Time belZ.The expression time bell is used in this specification to designate such an apparatus as is illustrated in Figs. 2, 3, 9 and 10, the circuit connections for which have previously been described in connection with Fig. 1. This apparatus comprises an operating or bell ringing magnet 18 of suitable construction mounted on a suitable base 77. The bell clapper armature 78 is pivoted to a bracket 79 secured to base 77 A retracting spring 80 may also be secured to the bracket 79 and tend to retract the armature medium of the bail 81. The spring 80 also serves with the spring 82, suitably mounted on an insulated post 83, as a vibratory circuit breaker indicated as a whole by 39. The above enumerated parts of the time bell constitute the audible signal and electro magnetic mechanism for operating the same. Suitably secured to the armature 78 is an 78 through the justable counter-balance wei extension 84 extending upwardly beyond the pivot 85 a suitable distance. A laterally extending arm 86 is hin ed to the extension 84 by the hinge 87 an is normally pressed downwardly, as by gravit or by the spring 88 or by both ravity an the spring. The

to shaft 92, is a pinion 95 intermeshing with J ear 96 fixed to shaft 97' also pivoted in frame 93. The pinion95and 'gear 96 serve as reduction gearing, the ratio of which may be arranged as desired. It has been found that twenty-four teeth for pinion 95 to 72 teeth for gear 96 are satisfactory. Adjustably secured to the shaft 97 in different vertical planes, are two cams 98 and 99. The set screws 100 and 101 may serve as meansfor thus adjustabl securing these cams.

The stroke of t e pawl 89 may be regulated to a degree by means of the screws 102 and 103 operating upon the armature 78..

Independently of the screws 102 and 103 the stroke of the pawl 89 effective upon the teeth of ratchet wheel 91 may be regulated by the adjustable wedge barrier 104. This wedge barrier may be mounted upon a standard 105 adj ustably secured to the frame 93, as by means of the screw 106 passing throu h a suitableslot in the standard 105. The ree end of the barrier 104 is downwardly inclined forming a cam surface over which the pawl 89 must move so as to disengage the pawl from the ratchet teeth 90. By adjusting the barrier 104 one reciprocation of the pawl 89 may be made to step along the ratchet wheel one, two, three, or more teeth at will. It should be understood t that sufiicient friction or a suitable checking" means is present in the gear mechanism to permit a movement of this gearing only in its forward direction. The above latch and ratchet mechanism constitutes means for maintaining the operation of the audible signal for a definite period after the last actuation of the holding or actuating magnet 17.

17 indicatesthe holdin magnet for the time bell and it may be 0% any well known suitable construction. Its armature 37 is suitably pivoted to bracket 107 which may be mounted upon base 94. The armature 37 carries an electrically conducting member 108 insulated from armature 37 as indicated and having a suitable circuit connection 109 near its right hand end. If desired an adht 110 may be provided to reduce the e ec tive turning moment of. the armature parts about the hinge 107. The free end of the part 108 is shown provided with a spring contact piece 111 for cooperating with the front contact 36 whichmay preferably be a carbon contact carried in the adjustable holder 112, suitably supported but insulated from the frame 113 secured'to base 94. Also secured to the frame 113,'in'sulated and depending therefrom, is a stirrup frame-114, extending down through a suita le opening in the plate 108. Within and pivoted to the stirrup frame 114 by means of the pin 115 are two latch members, 116 at the rear, and 117 at the front. The depending ends of these latch members extend down into the path of and cooperate with the cams 98 and 99 respec tively. When the parts are in the holding position shown, the shoulder 118 of latch member 116 engages under the lower edge of plate 108. Slightlybelow the shoulder 118 .there is provided a shoulder 119 on latch member 117 which is capable of engaging against the under surface of plate 108 when the shoulder 118 is removed. Spring means such as-120 secured to stirrup frame 111 may be provided normally to press latch members 116 and 117 into the position illus' trated in Figs. 2, 9 and 10. It should, of course, be understood that the relative posi-' tions of latch members 116 and 117 and the corresponding cams 98 and 99 may bereversed if desired.

The parts are shown in holding position. The operating engagement of cam 98 with latch member 116 permits plate 108 to fall upon shoulder 119 and shoulder 118 remains out of holding position (see Fig. 9 in which the dotted lines show the plate 108 resting on shoulder 119 and holding out the latch 116 against the action of spring 120.) The subsequent engagement of latch member 117 by cam 99 upon a complete rotation of gear 96 removes shoulder 119 from holding engagement with plate 108 which plate then falls against ledge 121 (see Fig. 10) of stirrup frame 114 and contact 111 breaks contact with front contact 36. Up to this time contact between 111 and 36 was maintained. The parts are actually shown in operating positions with the bell supposed to be ringing. It is to be understood, however, that the normal position is substantially the same as that indicated for the gears but that the armature 78 would be retracted and the plate 108 would be resting upon shoulder 121; The energization of magnet 17 lifts up armature 37 which carries plate 108. The latch members 116 and 117 are forced to the right by spring means 120 so that shoulders 118 and 119 pass under the lower face of 108 to hold contact 111 in contact with front contact 36.

At this point particular attention is called to the fact that two latches 116 and 117 with their respective shoulders 118 and 119 are provided for the circuit closing armature gether. It would, of course, be highly dan gerous for the first train merely to give a warning signal and then for the signal to cease operating long before the last train approaching the crossing had reached the crossing. It is to prevent this occurrence that the plurality of latches and their cooperating parts are provided. Suppose the first train has actuated the parts so that they assumed the positions shown in Fig. 2. A short time afterward and before this train had reached the crossing, cam 98 would have caused shoulder 118 to release plate 108 but shoulder 119 would still be holding the plate so asto hold the operating circuit closed. If a second train did not actuate magnet 17 a second time the cam 99 would complete its rotation and release shoulder 119 from plate. 108 to eflect the opening of the operating circuit. On the other hand if the second train should actuate magnet 17 shortly after cam 98 had operated upon latch 116, the magnet 17 would then lift the plate 108 so as to cause shoulder 118 to reengage the plate and hold it in the position indicated in Fig. 2. The continued rotation of the cams would bring cam 99 into engagement with latch 117. This latch would move into releasing position but could not release plate 108 as this plate would then be held by latch 1'16. Latch 117 would then spring back into the position shown in the drawing ready to engage and hold the plate 108 in proper position when the cam 98.engaged the latch 116 on its second rotation. The bell 122 would then be continuously ringing for a definite minimum period, that is, until the cam 99 had made its second rotation and had released latch 117. Thus it is evident that the apparatus provides for the continuous opera tion of the danger signal throughout a preat it be used as a bell sounding mechanism. v

By varyin the effective operating stroke of pawl 89, t e time'of operation or ringing of the. bell 122 may be re ulated as desired. It is .to be understood t at any approved be electro-magnetic or th manner of effecting the circuit connections a as, for example, that illustrated in diagram in Fig. 1 may be provided in the apparatus shown in Figs. 2, 3, 9 and 10. It is also to be understood that the embodiment illustrated and described is merely for the purose of illustration and that suitable changes in construction to satisfy varying conditions are contemplated.

In Figs. 4 and 5 one embodiment. of a 129. Also secured to the shaft 127 is a stop I disk 130. A ring segment is cut out of the disk 130between stops 131 and 132 leaving a circular edge 133. A pocket 134 is provided in the edge 133 capable of receiving the lower end of bolt 135. In the position shown the lower end of bolt 135 rests on the circular edge 133 and the same is pressed down by spring 136 and guided in its movement by guides 137 and 138 secured to cover ortlon 128. A key hole 139 of any desired configuration to correspond to the key used is provided in the cover portion 128. The operating key is indicated by 140 after having been passed through the key hole 139. The key is centered by bracket 141 and its stub cooperates with shelf 142 to lift the bolt 135.into the position indicated. I When the bolt is moved into the position indicated it has been retracted from the pocket 134 and the handle 129 may be manipulated to move the contact 126 across the contacts 123 and 124. A ledge 143 is provided on the bolt 135 in the returning path of the stub of key 140 so as effectually to prevent the removal of key 140 until the handle 129 has been manipulated so as to cause the bolt 135 to shoot into the pocket 134 which looks the parts sothat the contacts are normally open. By this provision it is impossible for an inspector to leave the bridge connection 126 across contacts 123 and 124 to cause a shunt in the operating circuit to endanger the circuit operation or cause false or faulty indication in response to train movements.

A satisfactory embodiment of the trolley instruments illustrated in diagram in Fig. 1 is shown in detail in Figs. 6 and 7. The apparatus is shown in the same position two contacts 59 and 61 which may relatively to the trolleywire 8 as the trolthe figure referred to. In this instrument an insulating plate or board 144 is arranged parallel to the trolley wire 8 and with its sides inclined from the vertical as indicated. This board may be suitably supported in any approved manner as by over head brackets 145 and 146 held up b guy wires 147 and 148. Secured 'alon t e inside edge of the board 144 is a trolfiey wheel contact strip 57 of suitable conducting material at such a distance from the trolley wire 3' that the trolley wheel will serve to bridge from the trolle wire to this stri in its normal passage a on the wire. giiitably secured to the board 144 as by a frame 150 is an insulating base 151. Mounted upon the base 151 is a suitable circuit breaker which may be of the form shown com rising rovided with carbon tips 152 and 153. A dintable bridge contact 60 normally electrically connects contact 59 with contact 61 and a suitable connection as indicated in Fig. 1 may be provided between stri 57 and contact 59. Brid e contact 60 is carried by but insulated rom a yoke 154 extending from and secured to the piston 155 of dash pot 156 which is provided with a quick intake but slow exhaust valve 157. The bridge 60 and yoke 154 and the dash pot piston 155 a are normally held in the position illustrated ley instrument 54 illustrated in diagram in by the compression spring 158 which is illustrated located about the guide rod 159 forming an extension for the yoke 154 and passing throughthe bracket 160 suitably secured to the base 151. A forked striker member 161 normally straddles the trolle wire 3 in position'to be struck by the trol ey wheel during its passa e along the wire 3. This member 161 is hlnged as by pin 162 to the bracket 163 secured to the base 151. An upwardly extending arm 164' which may be integral with member 161 extends through the yoke 154 and provides an operating cam surface 165 for coiiperating with the roller 166 pinned by pin 167 to yoke 154. A hood 168 of sheet metal or other suitable material may serve as a canopy for the parts described and may be suitably secured to the poard 144, which may be of any desired en h. Y

' A trolley wheel traversing the wire 3 from left to right will serve to connect the trolley wire to contact strip 57 in a well known manner and in turn energizes contact 61 through the medium of the brid e 60 and contact 59. This energization wil be maintained for a certain interval of time according to the length of the strip 57, and is of suflicient duration to cause the operative energization of the actuating circuit. However, the effect of a trolley wheel moving from right to left in an out-running direction is different; the wheel first engages the fork 161 throwing the same to the left and causin the cam 165 to move the yoke 154 to the rlght against the spring 158. This movement is not materially retarded by the dash pot 156. The restoration of the parts to normal positions indicated is, however, slow due to the retarding effect of the dash ot. lirolley wheel will have passed over and beyond the contact strip 57 while the bridge 60 is out of contact with contacts 59 and i the bell.

61 and, of course, before the spring 158 has restored the bridge to its normal bridging position. Thus the trolle instruments are organized so as operative y to energize the actuating circuits only in response to a train moving in one direction. They are arranged in Fig. 1 so as to operatively energize the respective actuating circuits only in response to trains approaching the crossing, not in response to those leaving the crossing. This avoids false signals.

Operation-An in-running train first actuates-the track instrument which operatively energizes the in-running actuating circuit causing magnet 17 to pick up its armature 37, which closes the operating circuit for the time bell. The energization of magnet 17 is short but its armature is held up by latches 116 and 117. The bell continues to ring until the train has nearly reached the crossin when the cam 99 actuates the latch 11 to release the armature 37 and open the operating circuit for The cam 98 has previously actuated latch 116 to release its hold on the armature 37.

The train actuated instruments are placed at two localities and are shown as trolley instruments 554 and 55. The trolley instrument 54 has means rendering it operative for energizing the in-running actuating circuit only by in-running trains. Instrument 55 is the same for out-running trains and the out-running actuating circuit. The operation of the test boxes has been described in the specific description of the same. Although they have been shown of the normallyopen circuit type, it is contemplated that merely a re-adjustment of their contacts would adapt them for normally closed circuit work. They may be located at any desirable locality and connected into any circuit which it may be desired to have easily tested.

Although preferred embodiments of the invention have been illustrated and described, it is to be understood that all modified arrangements possible are contemplated and the apparatus may be altered within The parts are so designed that the ings, a holding magnet; actuating circuit connections for said magnet; a circuit closing armature for said magnet; a vibratory electric bell in circuit with said circuitclosing armature; a pawl reciprocated by the armature of said vibratory bell; a plurality of latches in cooperative relation with said circuit closing armature and capable of holding the same in closed position; a ratchet Wheel operated by said pawl, and a lurality of cams operated by sald ratchet w eel, one for each latch and operative to release the latches from said circuit closing armature.

2. .In asignaling system for railway crossings, a holding magnet; actuating circuit connections for said magnet; a circuit closing armature for said magnet; a vibratory electric bell in circuit with said circuit closing armature; a pawl reciprocated by the armature of said vibratory bell; a plurality of latches in cooperative relation with said circuit closing armature and capable of holding the same in closed position; a ratchet wheel operated by said pawl; means for adjusting the eifective stroke of said pawl independently of the stroke of said vibrating armature; and a plurality of cams operated by said ratchet wheel, one for each latch and operative to release the latches from said circuit closing armature.

3. In asignaling system for railway crossings, a holding magnet; actuating circuit connections for said magnet; a circuit clos ing armature for said magnet; a vibratory electric bell in circuit with said circuit closing armature; a pawl reciprocated by the armature of said vibratory bell; a plurality of latches in cooperative relation with said circuit closing armature and capable of holding the same in closed position; a ratchet wheel operated by said pawl; means for adjusting the effective stroke of said pawl independently of the stroke of said vibrating armature; and a plurality of rotat ing cams adjustable in their relative positions and operated by said ratchet wheel, one for each latch and operative to release the latches from said circuit closing armature.

1. In a time-crossing-signal-mechanism an electric annunciator; a normally open circuit closer for said annunciator; train controllable means for closing said circuit closer; a plurality of latches, each independently operative to hold said circuit closer closed; a plurality of rotatable latch-releasing cams, one for each of said latches and spaced apart in operative relation to said latches; means for rotating said cams com- 5. In a time electro-magnetic mechanism,

an operating electro-magnet; a circuit closer for said operating electro-magnet; an actuating electro-ma et for operating said circuit closer; latc ing means for holding said circuit closer closed independently of said actuating magnet; means for releasing said latching means, and operable by said operating magnet; and provisions for preventing the completerelease of said circuit closer until a minimum time interval has elapsed after the energization of said mm ating electro-magnet.

6. In a time electro-magnetic mechanism,

an operating electro-magnet; acircuit closer for said operating electro-magnet; an actuating electro-magnet for closing said cir- In testimony whereof, I have signed my name to this specification, inthe presence of two subscribing Witnesses.

".- EUGENE M. WEAVER.

Witnesses:

JOSEPH F. Gmmms, LotiIs F. VIEILLARD, 

